Train-control system for railroads



Feb. 25, 1930. w, HAlLEs 1,748,915

TRAIN CONTROL SYSTEM FOR RAILROADS Filed Oct. 22, 1927 it 530. F F32 3N Coded (.mck current T04 Toa "ro2 2 1 r' 6'} W W X Til NV TOR Patented F el). 25, 1930 J UNITED STATES tive conditions.

WILLIAM D. HAILES, oE'RooHEsTEE, NEW YORK, ASSIGN'ORTO GENERAL SIGNAL COMPANY, or ROCHESTER, NEW YORK,

PATENT; OFFICE RAILWAY TRAIN-CONTROL SYSTEM FOR RAIL-ROADS Application filed October 22, 1927. Serial No. 228,057.

This invention relates in general to train control systems, and has more partlcu-lar reference to asystem embodying a'novel acknowledging means.

- In train control systemsemploying'c'ab signals it is undesirable to have flashing of the signals due to merely temporary'changes in trackway conditions, such for example as occur "at socalled dead sections of the track as; at switching points, cross overs, and the li e. J

Itis usual in'train control systems, whether they be of the intermittent or continuous type, to employ acknowledging means which it is necessary to Operate under certain conditions in order to avoid'various penalties, such acknowledging means being provided to stimulate the engineer into beingvigilant and alert at all times. It is usual however to arrange the acknowledging means so that its operation'is necessary only upon changes in trafiic conditions from less to more restric- With the above and other considerations in mind it is proposed inaccordance with this IIIVGHtlOII to provide means to avo1d the undesirable flashing'of signals due to merely temporary conditions and also to provide an acknowledging means which 'will be much more efficacious in stimulating the engineer into being alert atjall times. More specifically, slow release relay means is provided for controlling the energizing'circuit ffor cab 'signalswhereby to hold a given indication in traffic conditions in order to avoid incur r1ng a penalty.

That is, the engineer must acknowledge on a change, for example, from caution to clear conditions, as well as from clear to'caution conditions, in order to avoid the penalty referred to. v I

Further objects, purposes and characteristic features of the invention will appear as the description progresses, reference "being had to the accompanying drawing, showing, solely byway of example, one form which the invention can assume. 7 In the drawing 1 Fig. 1 shows, in a wholly diagrammatic manner, and without any attempt to show the particular form whichis employed in practice, a systemin accordance with the present invention. 'Fig. 2 shows a modified form of the invention; 8

Referring to the drawing, a trackway circuit is diagrammatically indicated at 1, and is supplied, in the form shown, with coded track current in any desired manner, such for example as illustrated and described in applicants companion application for contlnuous train control system, Sen'No. 228,058,

filed October 22, 192

Apparatus Carried on the car is areceiver R, posi- 3,4 corresponding respectively to cab signals 7 G, Y and R, indicating respectively in the usual manner clear, caution, and danger.

The amplifying and rectifying-means and a the decoding means can be of any desired 1 cants companion application referred to above, or his companlon application, for

iautomatiotrain control system, Ser. No.

228,059, filed October 22, 1927 the net result of the coaction between the receiver R, the

trackwaycircuit 1, and the amplifier. and

decoder Dec', being to selectively place positive energy 'on one only of the'wires 2, 3, or 41in accordance with trackway conditions.

- As it is essential to this inventiononly that energy be placedon the wires 2, 3 or 4 in a selective manner controlled in accordance type, such-for example as shown in appliwith trackway conditions, it will be obvious that various types of amplifiers and decoders can be used and likewise that the invention A can be. applied to either continuous or intermittent trackway systems, using'either A. C.

or D. C. energy. If a continuous system be used it can be either plain continuous or coded continuous and if coded, a frequency tively, each of such relays controlling its particular signal through a contact finger 6, and 7 and front contact, respectively.

T he system includes an acknowledging contactor A076, an acknowledging relay B, and a quick pick up but slow release control relay CR, which in conjunction with a speed controlled cam 8 and contact finger 9, operate to control an acknowledging whistle valve AWV, and a train control device EPV. r

' The acknowledging whistle valve, ATVV, when energized, gives an audible signal and is silent when de-energized. v The train control device EPV may assume various forms, depending upon circumstances,,and is shown in the present case to be an .electropneuinatic device normally electrically energized and arranged when de-energized to give a train control influence such as an automatic brake application, or the like, and, as shown, is supplied with a stick contact 10. I. 7

Operation The various parts shown, and described above, are shown intheir normal positions and conditions, that is, in the positions and conditions prevailing under travel in clear territory. Under such conditions, positive energy is applied to wire 2, while the wires 3 and 4t are not energized. This results in signal relay GR being stuck up through a stick circuit including its contact finger 11 and front contact, to thereby complete an energizing circuit for the signal which includes contact finger 5 and front contact of relay GB. The acknowledging relay A070. R, is energized through a circuit including contact finger 12 and front contact-of relay GR, and energization of the acknowledging relay completes an energizing circuit for the slow release control relay CR which includes contact finger 13 and front contact of the acknowledging relay A070. R, and contact M- and front contact of the acknowledging contactor Ack. With the armature of the control relay GR in attracted position.- an energizing circuit for the train control device EPV is completed and includes contact finger 15 and front contact of relay OR, the device EPV, and stick contact l0 and front contacts of EPVU g V i 7 Assume now for the purpose of explanation that there is a change in trafiic conditions from clear to -,caution. Energy is now the train control device .EPV and the re:

taken off of wire 2 and applied to wire 3 through the operation of the decoding means Dec. A few seconds after energy has been removed from wire 2, the slow release relay GR releases to thereby break the energizing circuit for signal G at contact finger 5, and to break the energizing circuit for relay A070. R. at contact finger 12. De-energization of theacknowledging relay A070. causes deenergization of control relay "CR at contact finger- 13 and at the same time causes energization of the acknowledging whistle valve, AWV, at contact finger 16 and back contact of the acknowledging relay A070. R, where upon an audible signal is given. The control relay GR is designed to have, a release time of about five seconds, so that theenergizing circuit for EPV is not at once broken and hence a brake application is not at once incurred.

With the conditions just described if the time the contacts 17 18, and 19 of A070. close pick up circuits for the relays GR, YR, and RR respect vely, whereupon, since energy is on wire; 3 onl rela YR onl* )icks u a and is then stuck up through its contact finger 20 and front contact. Upon picking up of relay YR, the acknowledging relay A010. R. is reenergized through a circuit including contact finger'21 and front contact of relay YR, to thereby ire-energize the .controlrelay CR- and maintain its contact finger 15 in attracted position, thereby preventing de-energization of sulting brake application. This acknowledging act, it is obvious, must be performed and completed within the drop away time of-slow release control relay GR in order to prevent a brake application. The train can now pre ceed until another change in traiiic conditions takes place, without further operation of the various devices.

Let us assume, howeverythat the engineer is not alert, and does not operate the acknowledging contactorAclc. upon hearing-the signal from AVVV; After about five seconds, relay CR releases and train control device E PV is de-ener'gized-at contact finger 15 and front'contact of relay CR, and opens a second point in its energizing circu-i'tfat its stick contact 10, the de energization' of device EPV causing an automatic brake application.

The penalty inflicted for failure to ac-' knowledge thus consists in incurringan-auto. matic brake application and the necessity for bringing the train to a predetermined low speed, inthe present case 2 miles per hour, at which speed the cam 8 operates toclose its contact finger 9, whereupon acknowledgment v 55- merely' temporary changes.

in the manner described above will operate,

to pick up relay YR and thereby re-energize and pick up the acknowledging relayAck. R, and in turn the control relay CR, whereupon the train control device EPV'will be re-energized through a circuit including con tact finger15 and front contact of relay CR and contact finger 9 of the speed controlled cam 8, which flatter it will be noted is ar- ,ranged: to shunt the stick contact 10 of EPV outof the energizing circuit for the train control device, Thus the: acknowledging contactor' Acla, operated in conjunction with.

the cam operated finger 9'when the train has been brought to a predetermined low speed,

Q functions as a reset device to permit'thetrain to be released from the brakes, and allowed to proceed. Itwill be, noted that the acknowledging contactor cannot be'operatedto 203 prevent incurring the penalty, after the lapse of the release time of control relay CR from thetime of'a signal change since EPV is normally energized through the stick contact 10. v The operation of the system upon a change in traffic conditions from caution to danger is exactly the" same as just described for a change from clear to caution, and what should be particularly noted, is that a change so from caution to clear or from danger to caution requiresacknowledgment in exactly the samemanner as described above, in order to avoid'the penalty. For example, if-the train isproceeding under caution conditions and Y aigconditions clear up so that'energy is taken from wire 3 and is applied to wire 2, unless the acknowledging act be performed'within the specified time after the sounding of the acknowledging whistle, the control relay CR ;;will release its contact finger-. 15 tode-energize EPV and give an automatic brake application.

Due to the slow release characteristic of each of the signal relays GR, YR andRR,

' 5 after once having received a given trackway indication, such lndlcation 1s stored up for a few seconds, i.-e. during the releasetime of each relay, so that a merely temporary change in trackway conditions as for example a dead f 5osection, will not cause a flashingv change of signal, unless its duration be greater than the release time of the relay in question. Such relays are, of course, designed to have a re- "lease time greater than the duration of such In applicants referred to application Automatic train control system, during-the I continuance of the sending of any given code, as, for "example, the G code, energy is placed 0 on wire 2 andis left thereon continuously,

whereby the signal G is kept steadily on un der normal conditions. On traversing a dead section, or the like, however, energy is mo-' mentarlly removed from'the particular wire, '2, 3 or 4:, as the-case maybe, this vcauslng a momentaryjblinking of the signal light, even I in question.

It might be preferable, at least under some I circumstances, to avoid the above discussed blinking of the signals, which, onanalysis of the arrangement shown in Fig. 1, is -primarily due to having the energy for operating'the signals taken directly from the control wires2, 3 and l. Y

In Fig. 2 is shown, an arrangement of parts, only slightly diifer'ent from Fig. 1, for obviating blinking of the signal lights. In Fig. 2, the. circuits for energizing the signals, and

. including the fingers 5 ,6 and 7 are fed from local sources of energy, rather than from wires 2, 3, and 4, as in Fig. 1. In Fig. 2, the G signal is energized through a local circuit including the contact fingers and back points 7 and 6 of relays RR and YB respectively; the Y signal through a contact finger and back point 7. of relay RR; and the R signal through contact fingers and back points 5 and 6 of. relays GR and YB respec- 'tively. Thus, so long as a signal control relay is attracted, when once the signal is energized, it so continues, regardless of momentary de-energization'of its control relay.

It will be seen from the above that undesirable flashing of the signals due to merely temporary changes intrackway conditions .has been effectually obviated and that the engineer will be constantly stimulated into alertness and vigilance by 'thenecessity for performing. the acknowledging act upon every change in signal indication, whether. up or down, that is, whether. from less restrictive to more restrictive conditions; or vice v versa, in order to avoid incurring a penalty. The above rather specific description ofone form of the invention is given solely by way of example, andis not intended, in any manner whatsoever, 1n a limiting sense. Ob-

:viously', the invention can'assume many difi ferent \physicalforms, and susceptible ofnumerous modifications, and'all such forms and modifications are intended to be includwithin the ed by this application, as come appended claims. 7

Having described my invention, 1' now claim 1-. In a train control system, car carried apparatus including,a plural aspect signal,

- means responsive to traflic controlled trackway influences for selectively energizing said gnal, a train control device initiated upon every changeln'slgn'alaspect, and'manua'l ac-' knowledging means operable to prevent such initiation of said-devices 2 In a train control system, car carrled apparatus mcluding,a plural aspectsignal having aspects. of varying restrictiveness,

meansforputtingenergy on the train con-' trol device when the acknowledging means is operatetl'provi'dedthe trainspeed is below-a given speed, means for deen'ergizing the device up on every'change in trafiic condition, the: acknowvled ging means being operab'le to prevent sa-id deenergization of said device;

4.111 a train' control system, car carried apparatus comprising,'a plural aspect signal, means for'selectively 'energizing'the Signal inaccordancewwth traificcondltlons, a

train control device initiated upon deenergizationg an acknowledgingzmeans, means for putting energy on the device," if the train speed-is blow-a givenspeed, when the acknowledging means is operated, and means for 'deenergizing 1 the" device upon a change from more to lessrestrictive traflic condition, the acknowledging means being operable to prevent said deenergizationof said device. 5:: In a tralncontrol'system,car CfLIIlGd' apparatus comprising,i a"plural aspect signal, 'means for selectively energizing the signa-l in accordance :with tr'afiic conditions, a

train acontrol ydevice" initiated upon deenergizatlon; an acknowledging means, means for putting): energy; on the device," ifthe train 7 speed is below a given" speed, 'when-the-acknovv ledging means: 1s operatedpm'eans for deenergizingmhe' device 'upon every change" in traflic conditions, the acknowledging means being operable to prevent said deener gizationof said device, and an acknowledgingsignalenergized uponeach change in traffic conditions and deenergized by the op- :eration of said acknowledging-means.

6. In a tram control system, a plural aspect signal, and traiiic-responsivemeans for selectively energ zingjthe slgnal ncluding, a relay for-geach' signal aspect d1stinct-1velyener gized in accordance with-traflic conditions and eachcontroiling its signal aspect through a front point ofthe same,- an aelm'o'vv'ledg'ingco ntactor accessible to theengineer during engine operation 5 for simultaneously contr0l= ling a pick up circuit for each relay; and a stick circuit for each relay.

7 In a train control system, a p'luralaspect' signal, and traffic responsive-means for se-- lectively energizingthe signal 'in'cluding,- a

slow i release relay 1 for each" signalaspect dis: tinctively energized -1IP21COOICl2L1iC6 wlth traffic conditions'and controlling its signal'aspect' througha front point thereof, a readilyaccessible acknowledging :con'tactor for simultaneously controllinga separate pickup cir' cuit for each relay, anda' separatestick circuit'for each relay.

8'. In a train control system, a plural aspect signal, and traffic responsive means for se lectively energizing-the *signal including, relay for each'signal-aspect distinctively en-" ergized' in accordance with traflic "conditions and controlling its signal aspect through a front point of the same, an acknowledgingcontactor simultaneously controllingia pick up circuit for each relay, a stick circuit for each relay, a, train control device initiated upon deenergization, and means energized through a frontipoint ofjany one'of said relays for'preventing the initiation ofthe train control device. p

9. In a train control system, apluralaspect signal, and trafficresponsive means'for selectively energizing the signal including, a re lay for each signal aspect distinctively energized in accordance with traflic conditions and controlling-its signal aspectthrough a front point thereof, an acknowledgingcom tactor simultaneously controllingza pick up circuit for each relay, a'stick tr'ain control device initiatedupon deenergization, and" means energized through a front point of'any one said relaysfor preventing"the initiation of the train control device.

10. In a train control 'system," a-plural aspect signal, and traflic responsivemeans-for selectively energizing the signal including, a relay for-each signal aspect-distinctively energized-in accordance with traffic conditions and COIllJIOlllIlgkltSSlgHLl aspect through a front point thereof, an acknowledging contactor simultaneously controlllng a pick up; clrcult for each relay, a stick circuit for'each relay, a train'control device initiated upon de 'energization, means energized through a front point of each of said relays forprevent mg the initiation of the'train-control device,

and an acknowledging signal sounded upon.

every change of trafficconditions'and silenced upon operation -of the acknowledging con: tactor. r

11.In a "train" control system," a plural aspect signal, and traflicresponsive'meansfor selectively energizing 'the signal including, a relay for each signalaspect distinctively energized in accordance with traflic conditions and controlling its signal aspect through I .a front point thereof, an acknowledging contactor simultaneously controlling a pickup circuit for each relay, a stick circuit for each relay, a stlck train control dev1ce lnltlated upon de-energlzation, means energlzed through a front point of each of said relays for preventing the initiation of the train control device,'and a speed controlled device operable below a predeterminedspeed to shunt the stick contact out of the energizing circuit of the train control device.

12. In a train control system, a plural aspect signal, and traflic responsive means for a selectively energizing the signal including,

a relay for each signal aspect distinctivelyenergized in accordance with traific conditions and controllingits signal aspect through a front point thereof, an acknowledging contactor simultaneously controlling a pick u circuit for each relay, a stick circuit for eac relay, a train control device initiatedrupon de-energization, means energized through a front point of any one of said relays for preventing the initiation of the train control device, and a speed controlled device operable below a predetermined train speed to shunt the stick contact out of the energizing circuit of the train control device. V

13. In a train control system, cars-carried apparatus, including, a plural aspect signal,

means responsive to traffic controlled trackway influences for selectively completing, en- I ergizing circuitsforsaidsignal, a local'enre'rgy source, separate from said means, for

energizing said energizing circuits, a train control dev1ce 1n1t1ated upon every change 1n signal aspect, and acknowledgmg means operable to prevent such initiation of said device.

In testimony whereof I aflix my signature.

WILLIAM D. HAILES. 

